JP2015124683A - Fuel injection control device for engine - Google Patents

Fuel injection control device for engine Download PDF

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JP2015124683A
JP2015124683A JP2013269413A JP2013269413A JP2015124683A JP 2015124683 A JP2015124683 A JP 2015124683A JP 2013269413 A JP2013269413 A JP 2013269413A JP 2013269413 A JP2013269413 A JP 2013269413A JP 2015124683 A JP2015124683 A JP 2015124683A
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fuel injection
engine
fuel
increase correction
injection control
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JP6288419B2 (en
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松村　航
Ko Matsumura
航 松村
敏行 宮田
Toshiyuki Miyata
敏行 宮田
上田　克則
Katsunori Ueda
克則 上田
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Mitsubishi Motors Corp
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Mitsubishi Motors Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/0295—Control according to the amount of oxygen that is stored on the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/061—Introducing corrections for particular operating conditions for engine starting or warming up the corrections being time dependent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
    • F01N11/005—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus the temperature or pressure being estimated, e.g. by means of a theoretical model
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/007—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring oxygen or air concentration downstream of the exhaust apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/06—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by varying fuel-air ratio, e.g. by enriching fuel-air mixture
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
    • F01N2550/02—Catalytic activity of catalytic converters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/025—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting O2, e.g. lambda sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0418—Methods of control or diagnosing using integration or an accumulated value within an elapsed period
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0421—Methods of control or diagnosing using an increment counter when a predetermined event occurs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0422—Methods of control or diagnosing measuring the elapsed time
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/0601—Parameters used for exhaust control or diagnosing being estimated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1402—Exhaust gas composition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1626—Catalyst activation temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/101—Three-way catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0814—Oxygen storage amount
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a fuel injection control device for an engine, which is enabled to suppress a NOx emission amount by performing a proper increase correction of a fuel at a restarting time after stop period of the engine.SOLUTION: A fuel injection control device is constituted to comprise: an injection amount control part 61 for controlling a fuel injection amount; a supply oxygen amount detector 62 for detecting the supply oxygen amount; an activation determination part 63 for determining whether or not an exhaust emission control catalyst 52 is in an active state; and an increase correction part 64 for performing an increase correction of a fuel injection quantity in accordance with the detection result of the supply oxygen amount detector 62 and the determination result of the activation determination part 63.

Description

本発明は、エンジンが備える排気浄化触媒の状態に応じて燃料噴射量を適宜調整するエンジンの燃料噴射制御装置に関する。   The present invention relates to an engine fuel injection control device that appropriately adjusts a fuel injection amount in accordance with a state of an exhaust purification catalyst provided in an engine.

従来、車両に搭載されたエンジンの排気通路には、燃焼に伴って排出されるＨＣ（炭化水素）、ＣＯ（一酸化炭素）、ＮＯｘ（窒素酸化物）等の物質を浄化することを目的として三元触媒等の排気浄化触媒が設けられている。この排気浄化触媒は、リーン雰囲気（酸化雰囲気）にあるときには酸素（Ｏ２）を吸蔵してＮＯｘの還元反応を促進させ、リッチ雰囲気（還元雰囲気）にあるときには吸蔵したＯ２を放出してＨＣ、ＣＯ等の酸化反応を促進する機能を有している。 Conventionally, in an exhaust passage of an engine mounted on a vehicle, for the purpose of purifying substances such as HC (hydrocarbon), CO (carbon monoxide), and NOx (nitrogen oxide) discharged with combustion. An exhaust purification catalyst such as a three-way catalyst is provided. This exhaust purification catalyst occludes oxygen (O 2 ) when it is in a lean atmosphere (oxidizing atmosphere) and promotes the reduction reaction of NOx, and releases O 2 that is occluded when it is in a rich atmosphere (reducing atmosphere). And has a function of promoting an oxidation reaction such as CO.

またエンジンにおける燃料消費量の低減や、排気浄化触媒の保護の観点から、車両走行中、例えば、車両の減速時等に燃料供給を停止する、いわゆる燃料カットが実施されるようになってきている。この燃料カット中は、実質的に空気のみが排気通路に排出されるため、排気浄化触媒に多量の酸素が供給されて吸蔵される。この状態で、燃料供給を復帰（燃料復帰）させた場合、排気浄化触媒においてＮＯｘを十分に還元することができず、多くのＮＯｘを含む排ガスを大気中に排出してしまう虞がある。   Also, from the viewpoint of reducing the fuel consumption in the engine and protecting the exhaust purification catalyst, so-called fuel cut, which stops fuel supply when the vehicle is running, for example, when the vehicle is decelerating, has been implemented. . During this fuel cut, substantially only air is discharged into the exhaust passage, so a large amount of oxygen is supplied to the exhaust purification catalyst and stored. In this state, when the fuel supply is returned (fuel return), NOx cannot be sufficiently reduced in the exhaust purification catalyst, and there is a possibility that exhaust gas containing a large amount of NOx is discharged into the atmosphere.

このような問題を解消するために、例えば、燃料供給を復帰させる際、燃料カットの期間の長さに応じて一時的に燃料を増量補正して空燃比をストイキよりもリッチ側となるようにする制御（リッチ化制御）を実行する技術が知られている（例えば、特許文献１，２参照）。これにより、排気浄化触媒に吸蔵されている酸素を離脱させ（Ｏ２パージ）、大気中へのＮＯｘ排出量を抑制することができる。 In order to solve such a problem, for example, when returning the fuel supply, the fuel is temporarily increased in accordance with the length of the fuel cut period so that the air-fuel ratio becomes richer than the stoichiometric ratio. A technique for executing control (enrichment control) is known (see, for example, Patent Documents 1 and 2). Thereby, the oxygen stored in the exhaust purification catalyst can be released (O 2 purge), and the amount of NOx discharged into the atmosphere can be suppressed.

特開２００６−１１８４３３号公報JP 2006-118433 A 特開平５−１４１２９３号公報JP-A-5-141293

ところで、近年、駆動源としてエンジンと共にモータを備えたハイブリッド自動車が実用化されている。ハイブリッド自動車には、エンジン及びモータを駆動させて走行する第１の走行モードと、モータのみを駆動させて走行する第２の走行モードとが、車両の走行状態に応じて自動的に切り替えられるようになっているものがある。   By the way, in recent years, hybrid vehicles having a motor as well as an engine as a drive source have been put into practical use. In the hybrid vehicle, a first traveling mode in which the engine and the motor are driven and a second traveling mode in which only the motor is driven are switched automatically according to the traveling state of the vehicle. There is something that is.

このような車両においては、走行モードを第１の走行モードから第２の走行モードに切り替える際、すなわち走行中にエンジンを停止させる際、燃料供給を停止した状態で惰性により回転する期間（燃料カット期間）が生じる。   In such a vehicle, when the driving mode is switched from the first driving mode to the second driving mode, that is, when the engine is stopped during driving, a period during which the vehicle is rotated by inertia while the fuel supply is stopped (fuel cutting) Period) occurs.

この燃料カット期間にも、上述のように多くのＮＯｘを含む排ガスを大気中に排出してしまう虞がある。このため、第２の走行モードから第１の走行モードに切り替わる際にも、燃料の増量補正を行うことが有効である。   Even during this fuel cut period, there is a risk that exhaust gas containing a large amount of NOx will be discharged into the atmosphere as described above. For this reason, it is effective to perform fuel increase correction even when the second travel mode is switched to the first travel mode.

しかしながら、ハイブリッド自動車では、エンジンが停止している期間、具体的には第２の走行モードで走行している期間が比較的長くなる場合があり、その間に、排気浄化触媒の温度が低下して不活性状態となると、排気浄化触媒に吸蔵されている酸素が離脱してしまう。そして、このような状態で、燃料供給を復帰させ、その際に燃料カット期間の長さに応じて燃料の増量補正を行うと、燃料過剰になり好ましくない。   However, in a hybrid vehicle, the period during which the engine is stopped, specifically, the period during which the vehicle is traveling in the second traveling mode may be relatively long, during which the temperature of the exhaust purification catalyst decreases. When inactive, oxygen stored in the exhaust purification catalyst is released. In such a state, it is not preferable to restore the fuel supply and correct the fuel increase according to the length of the fuel cut period.

本発明は、このような事情に鑑みてなされたものであり、エンジンの停止期間後の再始動時に、燃料の適切な増量補正を行い、ＮＯｘ排出量を抑制することができるエンジンの燃料噴射制御装置を提供することを目的とする。   The present invention has been made in view of such circumstances, and performs fuel injection control for an engine that can appropriately increase the amount of fuel and suppress NOx emission when restarting after an engine stop period. An object is to provide an apparatus.

上記課題を解決する本発明の第１の態様は、排気通路に排気浄化触媒を備えるエンジンの燃料噴射制御装置において、燃料噴射弁から噴射される燃料噴射量を制御する噴射量制御部と、前記燃料噴射弁による燃料噴射の停止から前記エンジンの停止までの間に前記排気浄化触媒に供給される供給酸素量を検出する供給酸素量検出部と、前記エンジンの再始動時に前記排気浄化触媒が活性状態であるか否かを判定する活性判定部と、前記供給酸素量検出部の検出結果及び前記活性判定部の判定結果に応じて、前記エンジンの再始動時に前記燃料噴射弁から噴射される燃料噴射量の増量補正を行う増量補正部と、を備えることを特徴とするエンジンの噴射量制御装置にある。   According to a first aspect of the present invention for solving the above-described problem, in an engine fuel injection control device including an exhaust purification catalyst in an exhaust passage, an injection amount control unit that controls a fuel injection amount injected from a fuel injection valve; A supply oxygen amount detection unit that detects the amount of oxygen supplied to the exhaust purification catalyst between the stop of fuel injection by the fuel injection valve and the stop of the engine; and the exhaust purification catalyst is activated when the engine is restarted The fuel that is injected from the fuel injection valve when the engine is restarted according to the detection result of the activity determination unit that determines whether or not the engine is in a state, and the detection result of the supply oxygen amount detection unit and the determination result of the activity determination unit An engine injection amount control apparatus comprising: an increase correction unit that performs an increase correction of the injection amount.

本発明の第２の態様は、第１の態様のエンジンの燃料噴射制御装置において、前記供給酸素量検出部は、前記エンジンの停止時に実行される燃料カットの時間に基づいて前記供給酸素量を推定することを特徴とするエンジンの燃料噴射制御装置にある。   According to a second aspect of the present invention, in the fuel injection control device for an engine according to the first aspect, the supply oxygen amount detection unit calculates the supply oxygen amount based on a fuel cut time that is executed when the engine is stopped. The fuel injection control device for an engine is characterized by estimating.

本発明の第３の態様は、第１又は２の態様のエンジンの燃料噴射制御装置において、前記供給酸素量検出部は、前記排気浄化触媒の下流に設けられる下流側空燃比検出手段の出力値に基づいて前記供給酸素量を推定することを特徴とするエンジンの燃料噴射制御装置にある。   According to a third aspect of the present invention, in the fuel injection control device for an engine according to the first or second aspect, the supply oxygen amount detection unit is an output value of a downstream air-fuel ratio detection means provided downstream of the exhaust purification catalyst. The fuel injection control device for an engine is characterized in that the supply oxygen amount is estimated based on the above.

本発明の第４の態様は、第１から３の何れか一つの態様のエンジンの燃料噴射制御装置において、前記活性判定部は、前記エンジンの停止期間に基づいて、前記排気浄化触媒が活性状態であるか否かの判定を行うことを特徴とするエンジンの燃料噴射制御装置にある。   According to a fourth aspect of the present invention, in the fuel injection control device for an engine according to any one of the first to third aspects, the activity determination unit is configured to activate the exhaust purification catalyst based on a stop period of the engine. It is in the fuel injection control device for an engine characterized in that it is determined whether or not.

本発明の第５の態様は、第１から４の何れか一つの態様のエンジンの燃料噴射制御装置において、前記増量補正部は、前記増量補正として、前記供給酸素量検出部の検出結果及び前記活性判定部の判定結果に応じて増量補正係数を設定し、前記噴射量制御部が、この増量補正係数に基づいて前記燃料噴射弁から燃料を噴射させることを特徴とする燃料噴射制御装置にある。   According to a fifth aspect of the present invention, in the fuel injection control device for an engine according to any one of the first to fourth aspects, the increase correction unit includes the detection result of the supply oxygen amount detection unit and the increase correction as the increase correction. An increase correction coefficient is set according to the determination result of the activity determination unit, and the fuel injection control device causes the fuel injection valve to inject fuel based on the increase correction coefficient. .

本発明の第６の態様は、第１から５の何れか一つの態様のエンジンの燃料噴射制御装置において、前記増量補正部は、前記排気浄化触媒の空燃比が所定値よりもリッチ側となると、前記増量補正を終了することを特徴とするエンジンの燃料噴射制御装置にある。   According to a sixth aspect of the present invention, in the fuel injection control device for an engine according to any one of the first to fifth aspects, the increase correction unit is configured such that the air-fuel ratio of the exhaust purification catalyst becomes richer than a predetermined value. The engine fuel injection control device is characterized by terminating the increase correction.

本発明の第７の態様は、第６の態様のエンジンの燃料噴射制御装置において、前記増量補正部は、前記排気浄化触媒の下流に設けられる下流側空燃比検出手段の出力値に基づいて前記排気浄化触媒の空燃比が所定値よりもリッチ側であるか否かの判定を行うことを特徴とするエンジンの燃料噴射制御装置にある。   According to a seventh aspect of the present invention, in the fuel injection control device for an engine according to the sixth aspect, the increase correction unit is based on an output value of a downstream air-fuel ratio detection means provided downstream of the exhaust purification catalyst. In the engine fuel injection control device, it is determined whether or not the air-fuel ratio of the exhaust purification catalyst is richer than a predetermined value.

かかる本発明では、エンジンの停止期間後の再始動時に、燃料を適切に増量して排気浄化触媒の酸素パージを行うことができる。したがって、エンジン再始動時であっても、排気浄化触媒においてＮＯｘを十分に還元することができ、大気中へのＮＯｘ排出量を抑制することができる。   In the present invention, when restarting after the engine stop period, the amount of fuel can be appropriately increased to perform oxygen purging of the exhaust purification catalyst. Therefore, even when the engine is restarted, NOx can be sufficiently reduced in the exhaust purification catalyst, and the amount of NOx discharged into the atmosphere can be suppressed.

車両の一例であるハイブリッド車両の全体構成を示す概略図である。1 is a schematic diagram illustrating an overall configuration of a hybrid vehicle that is an example of a vehicle. 本発明に係るエンジン及びその燃料噴射制御装置の概略構成を示す図である。It is a figure which shows schematic structure of the engine which concerns on this invention, and its fuel-injection control apparatus. 本発明の一実施形態に係る燃料増量補正制御に伴う各種パラメータの挙動を示すタイムチャートである。It is a time chart which shows the behavior of various parameters accompanying fuel increase correction control concerning one embodiment of the present invention. 本発明の一実施形態に係る燃料増量補正制御の一例を示すフローチャートである。It is a flowchart which shows an example of the fuel increase correction control which concerns on one Embodiment of this invention.

以下、本発明の一実施形態について図面を参照して詳細に説明する。   Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

まずは、本実施形態に係るエンジンの燃料噴射装置を備える車両の一例について説明する。図１に示すように、本実施形態に係る車両１０は、ハイブリッド自動車であり、走行用モータであるフロントモータ３０と、エンジン４０とを、走行用の駆動源として備えている。フロントモータ３０の駆動力は前駆動伝達機構１１を介して前輪１２に伝達される。フロントモータ３０は、モータコントロールユニット（ＭＣＵ）１３を介してバッテリ１４が接続されている。   First, an example of a vehicle including an engine fuel injection device according to the present embodiment will be described. As shown in FIG. 1, a vehicle 10 according to the present embodiment is a hybrid vehicle, and includes a front motor 30 that is a traveling motor and an engine 40 as a driving source for traveling. The driving force of the front motor 30 is transmitted to the front wheels 12 via the front drive transmission mechanism 11. The front motor 30 is connected to a battery 14 via a motor control unit (MCU) 13.

エンジン４０は、燃料タンク１７から供給される燃料が燃焼されることにより駆動される。このエンジン４０には出力系１８を介してジェネレータ３５に接続されている。ジェネレータ３５は、ジェネレータコントロールユニット（ＧＣＵ）１９を介してバッテリ１４に接続されている。また出力系１８は、ジェネレータ３５に接続される一方で、クラッチ２０を介して前駆動伝達機構１１にも接続されている。   The engine 40 is driven by burning the fuel supplied from the fuel tank 17. The engine 40 is connected to the generator 35 via the output system 18. The generator 35 is connected to the battery 14 via a generator control unit (GCU) 19. The output system 18 is also connected to the front drive transmission mechanism 11 through the clutch 20 while being connected to the generator 35.

図２に示すように、エンジン４０は、例えば、吸気管噴射型の多気筒エンジンであり、エンジン４０を構成するシリンダヘッド４１には複数の（例えば、３つ）の気筒４２が並設されている。各気筒（燃焼室）４２には、図示しないが、それぞれ点火プラグが配されると共に、吸気ポート及び排気ポートが設けられている。   As shown in FIG. 2, the engine 40 is, for example, an intake pipe injection type multi-cylinder engine, and a plurality of (for example, three) cylinders 42 are arranged in parallel on a cylinder head 41 constituting the engine 40. Yes. Although not shown, each cylinder (combustion chamber) 42 is provided with an ignition plug and an intake port and an exhaust port.

シリンダヘッド４１の吸気ポートには吸気マニホールド４３が接続され、吸気マニホールド４３には吸気管４４が接続されている。吸気マニホールド４３には、各気筒４２に対応する複数の燃料噴射弁４５が設けられている。これら燃料噴射弁４５はデリバリパイプ４６を介して燃料タンク（図示なし）に接続されており、燃料タンクから供給される燃料が燃料噴射弁４５によって吸気マニホールド４３或いは各気筒４２内に適宜噴射される。また吸気管（吸気通路）４４には、吸入空気量を調整するスロットルバルブ４７と、スロットルバルブ４７の開き度合いを検出するスロットルポジションセンサ（ＴＰＳ）４８とが設けられている。さらにスロットルバルブ４７の上流側の吸気管４４には、吸気流量を検出するエアフローセンサ４９が設けられている。   An intake manifold 43 is connected to the intake port of the cylinder head 41, and an intake pipe 44 is connected to the intake manifold 43. The intake manifold 43 is provided with a plurality of fuel injection valves 45 corresponding to the respective cylinders 42. These fuel injection valves 45 are connected to a fuel tank (not shown) via a delivery pipe 46, and fuel supplied from the fuel tank is appropriately injected into the intake manifold 43 or each cylinder 42 by the fuel injection valve 45. . The intake pipe (intake passage) 44 is provided with a throttle valve 47 that adjusts the intake air amount and a throttle position sensor (TPS) 48 that detects the degree of opening of the throttle valve 47. Further, an air flow sensor 49 that detects an intake air flow rate is provided in the intake pipe 44 on the upstream side of the throttle valve 47.

一方、シリンダヘッド４１の排気ポートには、排気マニホールド５０が接続され、排気マニホールド５０には排気管（排気通路）５１が接続されている。排気管５１には、排気浄化用触媒としての三元触媒５２が介装されている。   On the other hand, an exhaust manifold 50 is connected to the exhaust port of the cylinder head 41, and an exhaust pipe (exhaust passage) 51 is connected to the exhaust manifold 50. The exhaust pipe 51 is provided with a three-way catalyst 52 as an exhaust purification catalyst.

ここで、三元触媒５２は、例えば、担体に銅（Ｃｕ）、コバルト（Ｃｏ）、銀（Ａｇ）、白金（Ｐｔ）、ロジウム（Ｒｈ）、パラジウム（Ｐｄ）の少なくとも何れかの貴金属が担持されたものである。あるいは、助触媒として、酸素吸蔵機能（Ｏ２ストレージ機能）を有するセリウム（Ｃｅ）、ジルコニア（Ｚｒ）の少なくとも何れかを有している。この種の助触媒は、排気空燃比（排気Ａ／Ｆ）がリーン空燃比（リーンＡ／Ｆ）である高酸素濃度雰囲気（酸化雰囲気）中において酸素（Ｏ２）を捕捉（ストレージ：吸着・吸蔵等）すると、排気Ａ／Ｆがリッチ空燃比（リッチＡ／Ｆ）となり低酸素濃度雰囲気（還元雰囲気）となるまで捕捉Ｏ２（ストレージＯ２）を解離Ｏの状態で保持し、還元雰囲気中において解離Ｏを離脱し放出する特性や、ＮＯｘやＳＯｘ等の酸化物も一時的に捕捉する機能を有している。 Here, for example, the three-way catalyst 52 supports a noble metal of at least one of copper (Cu), cobalt (Co), silver (Ag), platinum (Pt), rhodium (Rh), and palladium (Pd) on a carrier. It has been done. Alternatively, the promoter has at least one of cerium (Ce) and zirconia (Zr) having an oxygen storage function (O 2 storage function). This type of cocatalyst captures oxygen (O 2 ) in a high oxygen concentration atmosphere (oxidation atmosphere) in which the exhaust air / fuel ratio (exhaust A / F) is a lean air / fuel ratio (lean A / F) (storage: adsorption / adsorption). Occlusion etc.), the trapped O 2 (storage O 2 ) is held in a dissociated O state until the exhaust A / F becomes a rich air-fuel ratio (rich A / F) and becomes a low oxygen concentration atmosphere (reducing atmosphere), and a reducing atmosphere It has a characteristic of releasing and releasing dissociated O in the inside, and a function of temporarily capturing oxides such as NOx and SOx.

三元触媒５２の上流側の排気管５１には、リニア空燃比センサ（ＬＡＦＳ）５３が設けられている。ＬＡＦＳ５３は、排気Ａ／Ｆを検出するものであり、この検出結果に基づいて定常運転時のフィードバック制御が実行される。なお、ＬＡＦＳ５３に代えて、排気の酸素濃度を検出するフロントＯ２センサを用いることもできる。 A linear air-fuel ratio sensor (LAFS) 53 is provided in the exhaust pipe 51 upstream of the three-way catalyst 52. The LAFS 53 detects exhaust A / F, and feedback control during steady operation is executed based on the detection result. Instead of the LAFS 53, a front O 2 sensor that detects the oxygen concentration of the exhaust gas can be used.

また三元触媒５２の下流側の排気管５１には下流側空燃比検出手段としてのリアＯ２センサ５４が設けられている。リアＯ２センサ５４は、三元触媒５２を通過した排気中のＯ２濃度を検出する。 The exhaust pipe 51 downstream of the three-way catalyst 52 is provided with a rear O 2 sensor 54 as downstream air-fuel ratio detection means. The rear O 2 sensor 54 detects the O 2 concentration in the exhaust gas that has passed through the three-way catalyst 52.

ＥＣＵ（電子コントロールユニット）６０は、入出力装置、記憶装置（ＲＯＭ、ＲＡＭ等）、中央処理装置（ＣＰＵ）、タイマカウンタ等を備え、このＥＣＵ６０によりエンジン４０の総合的な制御が行われる。このＥＣＵ６０の入力側には、上述したスロットルポジションセンサ（ＴＰＳ）４８、エアフローセンサ４９、ＬＡＦＳ５３、リアＯ２センサ５４の他、図示は省略するが、クランク角センサや、水温センサ等の各種センサ類が接続され、これらセンサ類からの検出情報が入力される。 The ECU (electronic control unit) 60 includes an input / output device, a storage device (ROM, RAM, etc.), a central processing unit (CPU), a timer counter, and the like, and the ECU 60 performs comprehensive control of the engine 40. On the input side of the ECU 60, in addition to the throttle position sensor (TPS) 48, the airflow sensor 49, the LAFS 53, and the rear O 2 sensor 54, various sensors such as a crank angle sensor and a water temperature sensor are not shown. Are connected, and detection information from these sensors is input.

一方、ＥＣＵ６０の出力側には、上述した燃料噴射弁４５や、スロットルバルブ４７、点火コイル（図示なし）等の各種出力デバイスが接続されている。これら各種出力デバイスは、上記のような各種センサ類からの検出情報に基づきＥＣＵ６０によって適宜制御される。例えば、燃料噴射弁４５から噴射される燃料噴射量も、上記のような各種センサ類からの検出情報に基づいてＥＣＵ６０によって適宜制御される。つまり本願発明に係るエンジンの燃料噴射制御装置は、このＥＣＵ６０と各種センサ類とで構成される。そして、以下に説明するように、エンジン４０の停止期間後の再始動時に燃料増量補正を行い、燃料噴射弁４５からの燃料噴射量を適切に制御している。   On the other hand, the output side of the ECU 60 is connected to various output devices such as the fuel injection valve 45, the throttle valve 47, and an ignition coil (not shown). These various output devices are appropriately controlled by the ECU 60 based on detection information from the various sensors as described above. For example, the fuel injection amount injected from the fuel injection valve 45 is also appropriately controlled by the ECU 60 based on detection information from the various sensors as described above. That is, the engine fuel injection control device according to the present invention is composed of the ECU 60 and various sensors. Then, as will be described below, the fuel increase correction is performed at the time of restart after the stop period of the engine 40 to appropriately control the fuel injection amount from the fuel injection valve 45.

図２に示すように、ＥＣＵ６０は、燃料噴射制御部６１と、供給酸素量検出部６２と、活性判定部６３と、増量補正部６４と、を備えている。   As shown in FIG. 2, the ECU 60 includes a fuel injection control unit 61, a supply oxygen amount detection unit 62, an activity determination unit 63, and an increase correction unit 64.

燃料噴射制御部６１は、車両１０の走行状態、例えば、走行モードに基づいて、燃料噴射弁４５から噴射される燃料噴射量を適宜制御する。   The fuel injection control unit 61 appropriately controls the fuel injection amount injected from the fuel injection valve 45 based on the traveling state of the vehicle 10, for example, the traveling mode.

ここで、本実施形態に係る車両１０は、要求負荷等に応じて、第１の走行モードと、第２の走行モードとが適宜切り替えられるようになっている。第１の走行モードは、フロントモータ３０とエンジン４０との両方を駆動して走行するモードであり、具体的には、エンジン４０を駆動してフロントモータ３０の電力供給源として用いるシリーズ走行モードと、フロントモータ３０とエンジン４０との両方の駆動力により車両の各車輪を駆動させるパラレル走行モードと、が挙げられる。一方、第２の走行モードは、フロントモータ３０のみを駆動するＥＶ走行モードである。すなわち第２の走行モード（ＥＶ走行モード）では、エンジン４０への燃料供給を停止（燃料カット）して、エンジン４０を停止させた状態でフロントモータ３０の駆動力のみによって車両１０を走行させる。   Here, in the vehicle 10 according to the present embodiment, the first travel mode and the second travel mode are appropriately switched according to the required load and the like. The first traveling mode is a mode that travels by driving both the front motor 30 and the engine 40. Specifically, the first traveling mode is a series traveling mode that drives the engine 40 and is used as a power supply source of the front motor 30; And a parallel traveling mode in which each wheel of the vehicle is driven by the driving force of both the front motor 30 and the engine 40. On the other hand, the second travel mode is an EV travel mode in which only the front motor 30 is driven. That is, in the second travel mode (EV travel mode), the fuel supply to the engine 40 is stopped (fuel cut), and the vehicle 10 is traveled only by the driving force of the front motor 30 with the engine 40 stopped.

燃料噴射制御部６１は、このような各走行モードに対応して燃料噴射弁４５からの燃料噴射量を適宜調整する。本実施形態では、燃料噴射制御部６１は、燃料噴射量設定手段６１ａと、燃料噴射弁制御手段６１ｂと、を有する。燃料噴射量設定手段６１ａは、車両１０の走行状態（例えば、走行モード）に応じて目標燃料噴射量を設定する。燃料噴射弁制御手段６１ｂは、燃料噴射量設定手段６１ａによって設定された目標燃料噴射量を噴射するように、燃料噴射弁４５の開弁時間を適宜制御する。   The fuel injection control unit 61 appropriately adjusts the fuel injection amount from the fuel injection valve 45 corresponding to each of the travel modes. In the present embodiment, the fuel injection control unit 61 includes a fuel injection amount setting unit 61a and a fuel injection valve control unit 61b. The fuel injection amount setting means 61a sets a target fuel injection amount according to the traveling state (for example, traveling mode) of the vehicle 10. The fuel injection valve control means 61b appropriately controls the valve opening time of the fuel injection valve 45 so as to inject the target fuel injection amount set by the fuel injection amount setting means 61a.

例えば、車両１０の走行モードが、第１の走行モード（例えば、シリーズ走行モード）から第２の走行モードであるＥＶ走行モードに切り替わる場合、燃料噴射制御部６１は、所定のタイミングで燃料カットを実行する。すなわち、所定のタイミングで燃料噴射量設定手段６１ａが目標燃料噴射量を零に設定し、それに応じて燃料噴射弁制御手段６１ｂは燃料噴射弁４５を閉弁状態に保持し、エンジン４０への燃料供給をカットする（燃料カット）。   For example, when the travel mode of the vehicle 10 is switched from the first travel mode (for example, the series travel mode) to the EV travel mode that is the second travel mode, the fuel injection control unit 61 performs the fuel cut at a predetermined timing. Run. That is, at a predetermined timing, the fuel injection amount setting means 61a sets the target fuel injection amount to zero, and accordingly, the fuel injection valve control means 61b holds the fuel injection valve 45 in the closed state, and the fuel to the engine 40 is Cut the supply (fuel cut).

この燃料カットが行われると、エンジン４０は惰性でしばらく回転し（燃料カット期間）、その後、エンジン４０は完全に停止する。これにより、走行モードがシリーズ走行モードからＥＶ走行モード（エンストモード）に移行する。なお、上記燃料カット期間は、燃料カット開始時の車両１０の走行状態、例えば、車速等によって適宜変化することになる。   When this fuel cut is performed, the engine 40 is inertial and rotates for a while (fuel cut period), and then the engine 40 is completely stopped. As a result, the travel mode shifts from the series travel mode to the EV travel mode (engine stall mode). Note that the fuel cut period changes appropriately depending on the traveling state of the vehicle 10 at the start of the fuel cut, for example, the vehicle speed or the like.

供給酸素量検出部６２は、燃料噴射弁４５による燃料噴射の停止からエンジン４０の停止までの間に排気浄化触媒である三元触媒５２に供給される供給酸素量を検出する。言い換えれば、供給酸素量検出部６２は、燃料カットが実行されてエンジン４０が停止する際、例えば、上述のように車両１０の走行モードがシリーズ走行モードからＥＶ走行モードに切り替えられる際、燃料カット期間に三元触媒５２に対して供給される供給酸素量を検出する。具体的には、供給酸素量検出部６２は、上記燃料カット期間の長さに基づいて供給酸素量を推定する。本実施形態では、燃料カット期間の長さに基づいて供給酸素量が所定量以上であるか否かを推定している。例えば、燃料カット期間の長さが所定期間以上であれば、三元触媒５２供給酸素量が所定量以上であると推定する。   The supply oxygen amount detection unit 62 detects the supply oxygen amount supplied to the three-way catalyst 52, which is an exhaust purification catalyst, between the stop of fuel injection by the fuel injection valve 45 and the stop of the engine 40. In other words, the supply oxygen amount detection unit 62 performs the fuel cut when the fuel cut is executed and the engine 40 stops, for example, when the travel mode of the vehicle 10 is switched from the series travel mode to the EV travel mode as described above. The amount of oxygen supplied to the three-way catalyst 52 during the period is detected. Specifically, the supply oxygen amount detection unit 62 estimates the supply oxygen amount based on the length of the fuel cut period. In this embodiment, it is estimated whether the supply oxygen amount is equal to or greater than a predetermined amount based on the length of the fuel cut period. For example, if the length of the fuel cut period is equal to or greater than a predetermined period, it is estimated that the amount of oxygen supplied to the three-way catalyst 52 is equal to or greater than the predetermined amount.

三元触媒５２には、エンジン４０が惰性で回転している燃料カット期間に大量の酸素（Ｏ２）が供給され、三元触媒５２で吸蔵される。したがって燃料カット期間の長さが長くなる程、三元触媒５２に供給される供給酸素量は増加する。このため、燃料カット期間に基づいて供給酸素量を推定することで、供給酸素量を比較的正確に推定することができる。 A large amount of oxygen (O 2 ) is supplied to the three-way catalyst 52 and stored in the three-way catalyst 52 during the fuel cut period in which the engine 40 is rotating by inertia. Therefore, the amount of oxygen supplied to the three-way catalyst 52 increases as the length of the fuel cut period increases. For this reason, it is possible to estimate the supply oxygen amount relatively accurately by estimating the supply oxygen amount based on the fuel cut period.

また三元触媒５２の吸蔵酸素は、供給酸素量が所定量を超えると飽和状態となる。このため、本実施形態では、供給酸素量検出部６２は、上述のように供給酸素量が所定量以上であるか否かを検出（推定）している。   Further, the stored oxygen of the three-way catalyst 52 becomes saturated when the amount of supplied oxygen exceeds a predetermined amount. Therefore, in the present embodiment, the supply oxygen amount detection unit 62 detects (estimates) whether or not the supply oxygen amount is a predetermined amount or more as described above.

なお供給酸素量検出部６２は、本実施形態では、燃料カット期間に基づいて供給酸素量を推定するようにしたが、リアＯ２センサ５４の検出結果に基づいて供給酸素量を推定するようにしてもよい。例えば、リアＯ２センサ５４の検出値が所定値よりも小さい場合、すなわち三元触媒５２の排気空燃比がリーンである場合に、三元触媒５２供給酸素量が所定量以上であると推定するようにしてもよい。勿論、燃料カット期間の長さと、リアＯ２センサ５４の検出結果と、に基づいて供給酸素量を推定するようにしてもよい。これにより、供給酸素量をさらに正確に推定することができる。 In this embodiment, the supply oxygen amount detection unit 62 estimates the supply oxygen amount based on the fuel cut period. However, the supply oxygen amount detection unit 62 estimates the supply oxygen amount based on the detection result of the rear O 2 sensor 54. May be. For example, when the detected value of the rear O 2 sensor 54 is smaller than a predetermined value, that is, when the exhaust air-fuel ratio of the three-way catalyst 52 is lean, it is estimated that the amount of oxygen supplied to the three-way catalyst 52 is greater than or equal to a predetermined amount. You may do it. Of course, the supplied oxygen amount may be estimated based on the length of the fuel cut period and the detection result of the rear O 2 sensor 54. Thereby, the amount of supplied oxygen can be estimated more accurately.

活性判定部６３は、エンジン４０の再始動時に排気浄化触媒である三元触媒５２が活性状態であるか否かを判定する。すなわち、活性判定部６３は、エンジン４０の再始動時に三元触媒５２の活性状態が維持されているか否かを判定している。   The activity determination unit 63 determines whether or not the three-way catalyst 52 that is an exhaust purification catalyst is in an active state when the engine 40 is restarted. That is, the activity determination unit 63 determines whether or not the active state of the three-way catalyst 52 is maintained when the engine 40 is restarted.

ここで、エンジン４０の再始動時とは、本実施形態では、エンジン４０の走行モードが第１の走行モード（シリーズ走行モード）から第２の走行モード（ＥＶ走行モード）に切り替わった後、再び、第１の走行モード（シリーズ走行モード）に切り替わるタイミングである。そして活性判定部６３は、走行モードがＥＶ走行モードからシリーズ走行モードに切り替わる際、このＥＶ走行モード（エンストモード）の継続時間、すなわち燃料カット期間後にエンジン４０が停止していた期間に基づいて、三元触媒５２が活性状態であるか否かを判定している。   Here, when the engine 40 is restarted, in the present embodiment, after the travel mode of the engine 40 is switched from the first travel mode (series travel mode) to the second travel mode (EV travel mode), the engine 40 again. This is the timing for switching to the first travel mode (series travel mode). Then, when the travel mode is switched from the EV travel mode to the series travel mode, the activity determination unit 63 is based on the duration of the EV travel mode (engine stall mode), that is, based on the period in which the engine 40 is stopped after the fuel cut period. It is determined whether or not the three-way catalyst 52 is in an active state.

三元触媒５２は、その温度が所定温度以上であれば活性状態となる。また三元触媒５２の温度は、エンジン４０が停止していた期間が長くなるほど低くなる。したがって、三元触媒５２の活性状態は、エンジン４０が停止していた期間（ＥＶ走行モードの継続期間）が所定期間以下であれば、三元触媒５２が活性状態であると判定し、所定時間より長ければ活性状態でないと判定する。これにより次回始動時の燃料増量補正の要否を確実に判定でき、無駄な燃料増量補正による燃費悪化を防ぐことがきる。   The three-way catalyst 52 becomes active when its temperature is equal to or higher than a predetermined temperature. Further, the temperature of the three-way catalyst 52 becomes lower as the period during which the engine 40 is stopped becomes longer. Therefore, the active state of the three-way catalyst 52 determines that the three-way catalyst 52 is in an active state if the period during which the engine 40 is stopped (the duration of the EV traveling mode) is equal to or shorter than the predetermined period, If it is longer, it is determined not to be active. As a result, it is possible to reliably determine whether or not the fuel increase correction is necessary at the next start, and it is possible to prevent deterioration in fuel consumption due to useless fuel increase correction.

なお、本実施形態では、活性判定部６３は、エンジン４０の停止期間の長さに基づいて三元触媒５２の活性状態を判定しているが、勿論、温度センサ等によって三元触媒５２の温度を検出し、この検出結果に基づいて活性状態を判定することもできる。また、温度センサ等を用いずに、エンジン４０の冷却水温度等から三元触媒５２の温度を推定してもよい。   In the present embodiment, the activity determination unit 63 determines the active state of the three-way catalyst 52 based on the length of the stop period of the engine 40. Of course, the temperature of the three-way catalyst 52 is measured by a temperature sensor or the like. And the active state can be determined based on the detection result. Further, the temperature of the three-way catalyst 52 may be estimated from the coolant temperature of the engine 40 or the like without using a temperature sensor or the like.

増量補正部６４は、供給酸素量検出部６２の検出結果及び活性判定部６３の判定結果に応じて、エンジン４０の再始動時に燃料噴射弁４５から噴射される燃料噴射量の増量補正を行う。   The increase correction unit 64 performs an increase correction of the fuel injection amount injected from the fuel injection valve 45 when the engine 40 is restarted according to the detection result of the supply oxygen amount detection unit 62 and the determination result of the activity determination unit 63.

具体的には、供給酸素量検出部６２によって三元触媒５２に供給された供給酸素量が所定量以上であると検出（推定）され、且つ活性判定部６３によって三元触媒５２が活性状態であると判定された場合に、増量補正部６４が「増量補正」を実行する。増量補正部６４は、本実施形態では、上記「増量補正」として、増量補正係数（リッチ化係数）を設定する。この増量補正係数は、適宜設定されればよく、例えば、供給酸素量が多いほど大きい値に設定してもよいし、供給酸素量に拘わらず一定の値に設定してもよい。   Specifically, the supply oxygen amount detection unit 62 detects (estimates) that the supply oxygen amount supplied to the three-way catalyst 52 is a predetermined amount or more, and the activity determination unit 63 determines that the three-way catalyst 52 is in an active state. If it is determined that there is, the increase correction unit 64 executes “increase correction”. In the present embodiment, the increase correction unit 64 sets an increase correction coefficient (enrichment coefficient) as the “increase correction”. The increase correction coefficient may be set as appropriate. For example, the increase correction coefficient may be set to a larger value as the supply oxygen amount increases, or may be set to a constant value regardless of the supply oxygen amount.

そして燃料噴射制御部６１は、増量補正部６４によって設定された増量補正係数に基づいて燃料噴射弁４５から燃料を噴射させる。すなわち燃料噴射量設定手段６１ａによって設定された目標燃料噴射量を、増量補正係数に基づいて補正し、燃料噴射弁制御手段６１ｂが、補正された目標燃料噴射量となるように燃料噴射弁４５の動作（開弁時間）を適宜制御する。   Then, the fuel injection control unit 61 injects fuel from the fuel injection valve 45 based on the increase correction coefficient set by the increase correction unit 64. That is, the target fuel injection amount set by the fuel injection amount setting means 61a is corrected based on the increase correction coefficient, and the fuel injection valve control means 61b is used to correct the target fuel injection amount of the fuel injection valve 45. The operation (valve opening time) is appropriately controlled.

このようにエンジン４０の再始動時に、増量補正部６４によって設定された増量補正係数に基づいて燃料噴射弁４５から噴射される燃料噴射量を適宜補正するようにしたので、三元触媒５２に捕捉されている酸素（捕捉Ｏ２）を良好に離脱（Ｏ２パージ）させることができ、大気中へのＮＯｘ排出量を効果的に抑制することができる。さらに本発明では、エンジン４０の停止期間に基づいて排気浄化触媒である三元触媒５２の活性状態を判定し、その判定結果に基づいてエンジン４０の再始動時に増量補正を実行しているため、増量補正による燃料噴射量の過剰な増量を抑制することができる。 As described above, when the engine 40 is restarted, the fuel injection amount injected from the fuel injection valve 45 is appropriately corrected based on the increase correction coefficient set by the increase correction unit 64, so that it is captured by the three-way catalyst 52. Oxygen (trapped O 2 ) that has been released can be satisfactorily released (O 2 purge), and NOx emission into the atmosphere can be effectively suppressed. Furthermore, in the present invention, the activation state of the three-way catalyst 52 that is the exhaust purification catalyst is determined based on the stop period of the engine 40, and the increase correction is executed when the engine 40 is restarted based on the determination result. An excessive increase in the fuel injection amount due to the increase correction can be suppressed.

また増量補正部６４は、三元触媒５２の空燃比が所定値よりもリッチ側となると、増量補正を終了する。本実施形態では、増量補正部６４は、下流側空燃比センサであるリアＯ２センサ５４の出力値に基づいて三元触媒５２の空燃比が所定値よりもリッチ側であるか否かの判定を行い、リッチ側であれば増量補正を終了する（増量補正係数を初期値に戻す）。 The increase correction unit 64 ends the increase correction when the air-fuel ratio of the three-way catalyst 52 becomes richer than the predetermined value. In the present embodiment, the increase correction unit 64 determines whether or not the air-fuel ratio of the three-way catalyst 52 is richer than a predetermined value based on the output value of the rear O 2 sensor 54 that is the downstream air-fuel ratio sensor. If it is rich, the increase correction is terminated (the increase correction coefficient is returned to the initial value).

このように三元触媒５２の空燃比に基づいて増量補正を終了することで、より適切なタイミングで増量補正を終了させることができる。   In this way, by completing the increase correction based on the air-fuel ratio of the three-way catalyst 52, the increase correction can be ended at a more appropriate timing.

次いで、図３のタイムチャート及び図４のフローチャートを参照して本実施形態に係るエンジンの燃料噴射制御（増量補正制御）の一例について説明する。   Next, an example of fuel injection control (increase correction control) of the engine according to the present embodiment will be described with reference to the time chart of FIG. 3 and the flowchart of FIG.

図３及び図４に示すように、時刻Ｔ１（ステップＳ１）でエンジン４０の制御モードとして燃料カットモードが選択されると（燃料カットが実行されると）、エンジン４０は惰性でしばらく回転した後に回転数（Ｎｅ）が徐々に低下し、時刻Ｔ２で完全に停止（ストール）する。すなわち、時刻Ｔ２（ステップＳ２）で車両の走行モードが第１の走行モード（シリーズ走行モード）から第２の走行モード（ＥＶ走行モード）に移行すると共に、エンジン４０の制御モードが燃料カットモードからエンストモードに移行する。なおこの例では、リアＯ２センサ５４の出力値（例えば、電圧値）は、時刻Ｔ１で燃料カットを実行した後、比較的早い段階で低下している。すなわち三元触媒５２の排気空燃比は燃料カットを実行した後、比較的早い段階でリーン化している。 As shown in FIGS. 3 and 4, when the fuel cut mode is selected as the control mode of the engine 40 at time T1 (step S1) (when the fuel cut is executed), the engine 40 is inertial and rotates for a while. The rotational speed (Ne) gradually decreases and completely stops (stall) at time T2. That is, at time T2 (step S2), the vehicle travel mode shifts from the first travel mode (series travel mode) to the second travel mode (EV travel mode), and the control mode of the engine 40 changes from the fuel cut mode. Transition to the engine stall mode. In this example, the output value (for example, voltage value) of the rear O 2 sensor 54 decreases at a relatively early stage after the fuel cut is performed at time T1. That is, the exhaust air-fuel ratio of the three-way catalyst 52 is leaned at a relatively early stage after the fuel cut is executed.

その後、時刻Ｔ３のタイミングで、要求負荷等に応じて車両１０の走行モードが第２の走行モード（ＥＶ走行モード）から第１の走行モード（シリーズ走行モード）に切り替わると、それと同時にエンジン４０の制御モードがエンストモードから始動モードに移行する。始動モードに移行すると、エンジン４０のクランキングが開始される。始動モードは、時刻Ｔ４でエンジン４０が所定の回転数（Ｎｅ）に達すると解除され、通常の運転モードに移行する。   Thereafter, when the travel mode of the vehicle 10 is switched from the second travel mode (EV travel mode) to the first travel mode (series travel mode) according to the required load or the like at the time T3, at the same time, the engine 40 The control mode shifts from the engine stall mode to the start mode. When shifting to the start mode, cranking of the engine 40 is started. The start mode is canceled when the engine 40 reaches a predetermined rotational speed (Ne) at time T4, and the operation mode is shifted to a normal operation mode.

そして時刻Ｔ４で始動モードが解除されるのと当時に、上述した燃料の増量補正を適宜実行する。詳細には、ステップＳ３で燃料カット期間（Ｔ１−Ｔ２間）の長さが所定期間以上か否かを判定し、燃料カット期間が所定期間以上であれば（ステップＳ３：Ｙｅｓ）、さらに、ステップＳ４でエンジン４０の停止期間（Ｔ２−Ｔ３間）が所定期間以下であるか否かを判定する。そしてエンジン４０の停止期間が所定期間以下であれば（ステップＳ４：Ｙｅｓ）、ステップＳ５で燃料の増量補正を実行し、図３中に実線で示すようにリッチ化係数を増加させる。これにより、三元触媒５２の排気空燃比がリッチ化する。すなわち図３中に実線で示すようにリアＯ２センサ５４の出力値が増加する。 Then, at the time when the start mode is canceled at time T4, the above-described fuel increase correction is appropriately executed. Specifically, in step S3, it is determined whether or not the length of the fuel cut period (between T1 and T2) is equal to or longer than a predetermined period. If the fuel cut period is equal to or longer than the predetermined period (step S3: Yes), a further step is performed. In S4, it is determined whether or not the stop period of engine 40 (between T2 and T3) is equal to or shorter than a predetermined period. If the stop period of the engine 40 is equal to or shorter than the predetermined period (step S4: Yes), the fuel increase correction is executed in step S5, and the enrichment coefficient is increased as shown by the solid line in FIG. As a result, the exhaust air-fuel ratio of the three-way catalyst 52 becomes rich. That is, the output value of the rear O 2 sensor 54 increases as shown by the solid line in FIG.

その後、時刻Ｔ５（ステップＳ６）でリアＯ２センサ５４の出力値が所定値（例えば、所定電圧Ｖａ）に達すると（ステップＳ６：Ｙｅｓ）、リッチ化係数を徐々に減少させて増量補正を終了する。本実施形態では、三元触媒５２の排気空燃比がストイキよりもリッチ側となった時点で増量補正を終了している。なお燃料カット期間の長さが所定期間よりも短い場合（ステップＳ３：Ｎｏ）、またエンジン４０の停止期間が所定期間よりも長い場合には（ステップＳ４：Ｎｏ）、燃料の増量補正を実行することなく一連の処理を終了する。 Thereafter, when the output value of the rear O 2 sensor 54 reaches a predetermined value (for example, the predetermined voltage Va) at time T5 (step S6) (step S6: Yes), the enrichment coefficient is gradually decreased to complete the increase correction. To do. In the present embodiment, the increase correction is finished when the exhaust air-fuel ratio of the three-way catalyst 52 becomes richer than the stoichiometric ratio. When the length of the fuel cut period is shorter than the predetermined period (step S3: No), and when the stop period of the engine 40 is longer than the predetermined period (step S4: No), the fuel increase correction is executed. A series of processing is terminated without any processing.

以上のように本実施形態では、車両１０の走行モードが第２の走行モード（ＥＶ走行モード）から第１の走行モード（シリーズ走行モード）に切り替わり、エンジン４０が再始動される際、燃料カット期間の長さと、エンジン４０の停止期間の長さと、に基づいて、燃料の増量制御を適宜実行している。これにより、図３中に実線で示すように、ＮＯｘ排出量を効果的に抑制することができる。特に、エンジン４０の停止期間の長さに基づいて、燃料の増量制御を実行しているため、燃料噴射量の過剰増量も抑制することができる。   As described above, in the present embodiment, when the travel mode of the vehicle 10 is switched from the second travel mode (EV travel mode) to the first travel mode (series travel mode) and the engine 40 is restarted, fuel cut is performed. Fuel increase control is appropriately executed based on the length of the period and the length of the stop period of the engine 40. Thereby, as shown by the solid line in FIG. 3, the NOx emission amount can be effectively suppressed. In particular, since the fuel increase control is executed based on the length of the stop period of the engine 40, an excessive increase in the fuel injection amount can also be suppressed.

なお燃料の増量補正を実行しない場合には、時刻Ｔ３でエンジン４０の再始動を開始した後、三元触媒５２の排気空燃比が増加するまでに相当の時間を要する。すなわち図中点線で示すように、リアＯ２センサ５４の出力値は時刻Ｔ５よりも遅い時刻Ｔ６で所定値に達することになる。その間、ＮＯｘ排出量は、図３中点線で示すように大幅に増加してしまう。 When the fuel increase correction is not executed, it takes a considerable time until the exhaust air-fuel ratio of the three-way catalyst 52 increases after the restart of the engine 40 is started at time T3. That is, as indicated by the dotted line in the figure, the output value of the rear O 2 sensor 54 reaches a predetermined value at time T6 later than time T5. In the meantime, the NOx emission amount greatly increases as shown by the dotted line in FIG.

以上、本発明の一実施形態について説明したが、本発明は、上述した実施形態に限定されるものではない。   Although one embodiment of the present invention has been described above, the present invention is not limited to the above-described embodiment.

例えば、上述の実施形態では、エンジンとモータとを備えるハイブリッド車両を例示して本発明について説明したが、勿論、本発明は、エンジンのみを備える車両にも適用することができる。エンジンの駆動力によって走行する自動車等の車両には、近年、いわゆるアイドリングストップと呼ばれる技術を採用したものがある。このアイドリングストップは、停止発進に合わせ、自動的にエンジンをストップ・スタートさせる技術である。またこのアイドリングストップ技術としては、車両を停止させる際、車両が完全に停止する前に燃料カットを実行するものもある。そして本発明は、このようなアイドリングストップ技術を採用している車両にも適用することができ、上述したハイブリッド車両の場合と同様の作用効果を得ることができる。   For example, in the above-described embodiment, the present invention has been described by exemplifying a hybrid vehicle including an engine and a motor. However, the present invention can also be applied to a vehicle including only an engine. In recent years, some vehicles such as automobiles that run by the driving force of an engine employ a so-called idling stop technique. This idling stop is a technology that automatically stops and starts the engine when the vehicle starts to stop. In addition, as the idling stop technology, there is a technique that, when stopping the vehicle, performs a fuel cut before the vehicle completely stops. The present invention can also be applied to a vehicle that employs such an idling stop technique, and the same effects as those of the hybrid vehicle described above can be obtained.

また、上述の実施形態では燃料カットによりエンジン４０が惰性回転する車両を例示して本発明について説明したが、例えば、エンジン４０をジェネレータ３５でモータリングし、その際の燃料カット時間により次回エンジン始動時の燃料噴射量を増量補正してもよい。   In the above-described embodiment, the present invention has been described by exemplifying a vehicle in which the engine 40 rotates by fuel cut. For example, the engine 40 is motored by the generator 35, and the next engine start is performed by the fuel cut time at that time. The fuel injection amount at the time may be corrected to increase.

１０ 車両
１１ 前駆動伝達機構
１２ 前輪
１４ バッテリ
１７ 燃料タンク
１８ 出力系
２０ クラッチ
３０ フロントモータ
３５ ジェネレータ
４０ エンジン
４１ シリンダヘッド
４２ 気筒
４３ 吸気マニホールド
４４ 吸気管
４５ 燃料噴射弁
４６ デリバリパイプ
４７ スロットルバルブ
４８ スロットルポジションセンサ（ＴＰＳ）
４９ エアフローセンサ
５０ 排気マニホールド
５１ 排気管
５２ 三元触媒
５３ リニア空燃比センサ（ＬＡＦＳ）
５４ リアＯ２センサ
６１ 燃料噴射制御部
６１ａ 燃料噴射量設定手段
６１ｂ 燃料噴射弁制御手段
６２ 供給酸素量検出部
６３ 活性判定部
６４ 増量補正部 DESCRIPTION OF SYMBOLS 10 Vehicle 11 Front drive transmission mechanism 12 Front wheel 14 Battery 17 Fuel tank 18 Output system 20 Clutch 30 Front motor 35 Generator 40 Engine 41 Cylinder head 42 Cylinder 43 Intake manifold 44 Intake pipe 45 Fuel injection valve 46 Delivery pipe 47 Throttle valve 48 Throttle position Sensor (TPS)
49 Airflow sensor 50 Exhaust manifold 51 Exhaust pipe 52 Three-way catalyst 53 Linear air-fuel ratio sensor (LAFS)
54 Rear O 2 sensor 61 Fuel injection control unit 61a Fuel injection amount setting means 61b Fuel injection valve control means 62 Supply oxygen amount detection part 63 Activity determination part 64 Increase correction part

Claims (7)

排気通路に排気浄化触媒を備えるエンジンの燃料噴射制御装置において、
燃料噴射弁から噴射される燃料噴射量を制御する噴射量制御部と、
前記燃料噴射弁による燃料噴射の停止から前記エンジンの停止までの間に前記排気浄化触媒に供給される供給酸素量を検出する供給酸素量検出部と、
前記エンジンの再始動時に前記排気浄化触媒が活性状態であるか否かを判定する活性判定部と、
前記供給酸素量検出部の検出結果及び前記活性判定部の判定結果に応じて、前記エンジンの再始動時に前記燃料噴射弁から噴射される燃料噴射量の増量補正を行う増量補正部と、
を備えることを特徴とするエンジンの噴射量制御装置。 In an engine fuel injection control device including an exhaust purification catalyst in an exhaust passage,
An injection amount control unit for controlling the fuel injection amount injected from the fuel injection valve;
A supply oxygen amount detection unit for detecting a supply oxygen amount supplied to the exhaust purification catalyst between a stop of fuel injection by the fuel injection valve and a stop of the engine;
An activity determination unit that determines whether or not the exhaust purification catalyst is in an active state when the engine is restarted;
An increase correction unit that performs an increase correction of the fuel injection amount injected from the fuel injection valve when the engine is restarted according to the detection result of the supply oxygen amount detection unit and the determination result of the activity determination unit;
An engine injection amount control apparatus comprising: 請求項１に記載のエンジンの燃料噴射制御装置において、
前記供給酸素量検出部は、前記エンジンの停止時に実行される燃料カットの時間に基づいて前記供給酸素量を推定することを特徴とするエンジンの燃料噴射制御装置。 The engine fuel injection control apparatus according to claim 1,
The engine fuel injection control device, wherein the supply oxygen amount detection unit estimates the supply oxygen amount based on a fuel cut time that is executed when the engine is stopped. 請求項１又は２に記載のエンジンの燃料噴射制御装置において、
前記供給酸素量検出部は、前記排気浄化触媒の下流に設けられる下流側空燃比検出手段の出力値に基づいて前記供給酸素量を推定することを特徴とするエンジンの燃料噴射制御装置。 The engine fuel injection control device according to claim 1 or 2,
The engine fuel injection control apparatus, wherein the supply oxygen amount detection unit estimates the supply oxygen amount based on an output value of a downstream air-fuel ratio detection means provided downstream of the exhaust purification catalyst. 請求項１から３の何れか一項に記載のエンジンの燃料噴射制御装置において、
前記活性判定部は、前記エンジンの停止期間に基づいて、前記排気浄化触媒が活性状態であるか否かの判定を行うことを特徴とするエンジンの燃料噴射制御装置。 The engine fuel injection control device according to any one of claims 1 to 3,
The engine fuel injection control apparatus according to claim 1, wherein the activity determination unit determines whether or not the exhaust purification catalyst is in an active state based on a stop period of the engine. 請求項１から４の何れか一項に記載のエンジンの燃料噴射制御装置において、
前記増量補正部は、前記増量補正として、前記供給酸素量検出部の検出結果及び前記活性判定部の判定結果に応じて増量補正係数を設定し、
前記噴射量制御部が、この増量補正係数に基づいて前記燃料噴射弁から燃料を噴射させることを特徴とする燃料噴射制御装置。 The fuel injection control device for an engine according to any one of claims 1 to 4,
The increase correction unit sets an increase correction coefficient as the increase correction according to the detection result of the supply oxygen amount detection unit and the determination result of the activity determination unit,
The fuel injection control device, wherein the fuel injection control unit causes the fuel injection valve to inject fuel based on the increase correction coefficient. 請求項１から５の何れか一項に記載のエンジンの燃料噴射制御装置において、
前記増量補正部は、前記排気浄化触媒の空燃比が所定値よりもリッチ側となると、前記増量補正を終了することを特徴とするエンジンの燃料噴射制御装置。 The engine fuel injection control device according to any one of claims 1 to 5,
The engine fuel injection control apparatus according to claim 1, wherein the increase correction unit ends the increase correction when the air-fuel ratio of the exhaust purification catalyst becomes richer than a predetermined value. 請求項６に記載のエンジンの燃料噴射制御装置において、
前記増量補正部は、前記排気浄化触媒の下流に設けられる下流側空燃比検出手段の出力値に基づいて前記排気浄化触媒の空燃比が所定値よりもリッチ側であるか否かの判定を行うことを特徴とするエンジンの燃料噴射制御装置。 The fuel injection control device for an engine according to claim 6,
The increase correction unit determines whether or not the air-fuel ratio of the exhaust purification catalyst is richer than a predetermined value based on the output value of the downstream air-fuel ratio detection means provided downstream of the exhaust purification catalyst. A fuel injection control device for an engine.
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